Railway draft rigging



Y Aug. 9, 1932.

- J. F. OCONNO R RAILWAY DRAFT RIGGING Izverzfor Aug. 9, 1932. J. F. O'CONNOR RAILWAY DRAFT RIGG'ING 2 Sheets-Sheet 2 Original Filed Dec. 14. 1927 M s, n w 1 Q N RN m x M u uwun Q "UNA .MHMM o Q W -EWME 0 Q QITN Q \QQ N Q w w M Patented Aug. 9, 1932 UNITED: STATES PFATEN Fries JOHN F. OGONNOR, or CHICAGO, ILLINOIS, ASSIGNOR T0 w. n. MINER, 11102, or f CHICAGO, rLLnvoIs, A CORPORATION OF-DELAWARE RAILWAY DRAFT RIGGING Application filed December 14, 1927, Serial No. 239,861. Renewed February 24, 1930:

This invention relates to improvements in railway draft riggings.

One object of this invention is'to provide a draft rigging for railway cars, including 5 shock absorbing means so arranged and designed as to effectively take care of all shocks encountered in serviee,-wherein the car is provided with center s1lls fixed thereto and. having slldable draw SllllIlQlllbGI'S co-operat- 1-; ing therewith, the slidable sill members functioning as a continuous drawbar, movement of the slidable sill members being resisted by the shock absorbing members which react between the fixed and draw sills and are ar- 15 ranged to distribute the applied forces at spaced zones throughout the length of the car, thereby reducing to a minimum the strain to which the center sills and the car structure is subjected and preventing damage to the same.

Another object of the invention is to provide a mechanism of the character indicated, including draft or center sills fixed to the car structure and movable draw sills, co-operati1;- ing therewith, wherein relative movement of the sills is resistedby shock absorbing means reacting between the sills to absorb the lighter shocks with additional shock absorbing means reacting between the draw sills and v the usual reacting between the draw sills and the usualdrawbar members at opposite ends of the car to absorb the heavier shocks.

v Still another object .of the invention is to provide a railway draft rigging of the char- 1 acter indicated, including draw sill members which are movable bodily with respect to the car, the draw sill members being operatively connected to drawbars at opposite ends of the car, and cushioning means reacting between the ear and the draw sills, wherein the cushioning means includesa plurality of elements arranged in spaced relation throughout the length of the car structure to distribute the applied forces, and friction shock absorbing means is provided, reacting between the drawbars and draw sills to absorb the heavier buffing shocks] V A. further object of the invention is to provide a draft rigging'for railway cars, in-

eluding center sills fixed with respect to the car structure and movable draw sill members telescoped therewith, the movable sill members functioning as a continuous drawbar, and cushioning means reacting between the movable and fixed center sills so arranged 55' as to permit a relatively great amount of movement between the fixed'and movable draw sills, whereby the shock absorbing ca- 7 structure, movable draw sills disposed ,be- A tween the fixed sills and extending substantially the entire length of'the car, the fixed and movable draw sills being provided with housing sections co-operatingto form spring pockets, springs disposed within the pockets between the end walls thereof for opposing movement of the draw sills with respect-t0 the fixed sills, drawbar means at each end being anchoredto the draw sills to ermit relative movement between the parts c uring both buff and draft, shock absorbing means interposed between the drawbars and movable sills to oppose relativermovement there- 0 of, and means co-operating with the fixed and draw sills to limit the relative "movement thereof. A

Other and further objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming "a part of this specification, Figure 1 is 'a-side elevational view, partly broken away, illustrating a rail way draft rigging embodying my improvements. Figure 2 is a horizontal, longitudinal, sectional view of the front end -portionrof the structure illustrated in Figure 1. Figure 3 is a transverse, vertical, sectional View, corresponding substantially to the line,3-3 of Figure 2. Figure 4 is a vertical, transverse, sectional view, corresponding substantially to the line 44 of Figure 2. And Figure 5 is a side elevational view of a portion of one of the side'sill members, illustrating the arrangement of the spring pockets.

In said drawings, 1010 indicate the usual front and rear bolsters of a railway car, 11-11 designate the end sills of the car, and 12 indicates the usual drawbar at one end of the car, it being understood that a similardrawbar'isemployed at the other end of the car structure.

My improved railway draft rigging comprises broadly, fixed center sill members- A-A; slidable draw sill members B-'B; draft key or follower bar members C C, D-D, and EE; front and rear combined yoke and friction shell members FF front and rear follower blocks GGr; sectional spring pocket members h:H spring re sistance elements J-J friction means K-K co-operating with each friction shell member andspring resistance means: L- L within each friction shell :member'. 1

The draftsills A are of the usual form, being provided with top and-bottom flanges 13 -43, which extend outwardly. Both of the sills A- are suitably secured to the car underframe structure, including the bolsters 1'0 and the end sills 11, in any well known manner. Both of the sills A are provided with longitudinally disposed key receiving openings at the opposite ends thereof; As shown inthe drawings two sets of openings are provided at each end of the sills A, the openings of-one set being indicated by and the openings of the otheri'set being indicatedby 15. The key receivingslots oropenings- Mare ofmuch greater length than the openings 15, as clearlyillustrated in'the drawlngs'. Theopenings 14' and 15 are reinforced in Figures 3 and 4; The top and bottom flangesections of" the sills-B are inwardly directed. Each of the sills B is provided withthree-lrey receivin openings at opposite ends thereof',the1 openings being desig nated by 17, 1'8 and'19, respectively. The openings 1? and .18' are' reinforced. by cheek plates 20, having flanges-extending intosaid openings. The cheek'plates 20 are secured in'any suitable. manner to thesills B. The openings 19' are also reinforced by cheek plates 21, which are secured to the innersides of the sills B and have reinforcingiflangesextending into the openings 19;: 'As mostcl'early illustrated in Figures=2 and 3-, the reinforcing flanges of theplate's 21i'eXtend'entirely through the openings in'the sills B and engage the inwardly extending reinforcing fianges of the cheek'plat'es1'6 on'the sills A. It'will'beeviden't that due'togthe flanges of the. plates 21 and the plates 16 engaging, the movement of the sills B will be accurately guided between the sills A.

The key or follower bar C extends through a transverse opening 22 in the drawbar, snugly fitting the same, and. has the opposite ends thereof proj ecting' through the openings 14and17 of the sillsfA and B, respectively. It will'be evidentthat the drawbar is thus mounted fori'limited movement with respect to the sills 'B in both" directions. The filler block G is interposed between the inner end of the drawhar and the friction shock absorbing. means K. The follower block G is provided with a transverse opening 23, in which the key or jfollower bar D snugly. fits.- The opposite ends of the key D extend through the openings 14 and 18 of the sills A and B. The openings 18 are of'such a length as to permi t limited inward movement of the key D with respect to the sills B. The key or follower bar is disposedin' back of the combined friction shell and yoke member F and-serves as an abutmentmeans for the same; This key snugly fitsthe openings 19' walls of said openings. To prevent lateral displacement of the keys 0,1) and E, any suitable means may be employed. As indicated, cotter pins or similar members 2424 are provided in the outer ends of the keys and co-operate with the cheek plates-at the corresponding sidesof thesills A. The combined yoke and'friction shell F at each end'of the mechanism comprises a main body member 25,- forming the friction shell section; proper; At opposite'sides the friction shell section is provided with forwardly extending arms 2626, embracing the inner end of the drawbar andthe filler block G The spaced'arms 26 are each providedwith two key receiving openingsor slots?! and 28, the'key receiving slot 27 slid ab'ly accommodating the key C, and the slot'28 slidablyaccommodating the key D. At the rear end, the friction shell section is provided with top and bottom arms 29, which extend over and embrace the 'keyE. As will be evident, the arms 29 act as supportingmeans for the rear end of the combined'yoke member and" friction shell, and: the keys G' and D serve to support the front end of.- said member.

The friction system which co-operates with the friction shell member comprises the usual friction shoes 30 and the co-operating wedge member 31. The wedge mei'nber 31 bears at its outer end directly on the inner side of the filler block G. The spring res stance means L is disposed within the frictlon shell-membe'r andhas its opposite disposed,

pockets. As most clearly illustrated in Fl 3 overall uniform length by the usual retainer bolt 32.

As most clearly illustrated in Figure 1, the sills A and B are provided with a plurality of spring pocket members H. As shown in said drawings, each pair of sills A and B is preferably provided with five of such pocket members. Each pocket member comprises two relatively movable sections, as most clearly illustrated in Figure 2. The pocket .1 members are arranged in transversely aligned sets, and the inner sections of the pocket mem bers of each set are formed by a casting 33, which is secured to the spaced sills B and forms a tie member between these sills. The outer section of each pocket member is formed by the casting 34, secured to the cor- *esponding sill A. As most clearly illustrated in Figure 2, each casting 83 is pro vided with transversely extending, vertically tie walls 3535, at the front and rear ends thereof. The tie walls 35 are connected at opposite sides by longitudinally extending spaced walls 36, which form the in-v ner walls of the corresponding set of spring 6 ure 1, the walls 36 are curved to co-nformto the contour of the spring COllS J. Each inner pocketsection is al o providedwith front and rear end walls 37-37, which form continuations of the connecting walls 35 and serve as abutment means for the front and rear ends of the spring resistance elements J The outer sections of the pocketsformed by the castings 34 are fixedly secured to center sills A. Each of the castings 34 is provided with front and rear flanges, as most clearly shown in Figures 2 and at, which are secured to the sills A by rivets or other suitable means. Each castin A. is provided with front and rear transverse walls 383S, which serve as abutment means for the front and rear ends of the spring resistance J. The castings 34 are provided with side openings 39, through which the springs may be inserted within the pockets. The side opening of each casting is closed by a cover plate 40, which has a curved wall section corresponding in contour to the. coils of the sprmg resistance J. The cover plate 10 is held in assembled position by a pair of longitudinally extending bolts l1ll,

disposed at the top and bottom of said plates and extending through the end walls 38 of the casting 34. As will be clear upon reference to Figures 2 and 1, the end walls of the spring pockets are vertically divided at the center, the wall sections 37 being carried by the movable draw sills B and the wall sections 38 being carried by the fixed sills A. The

spring resistance means J, disposed within each pocket, preferably comprlsesa light inner coil and a relatively heavier outer coil, having their opposite ends bearing on the front and rear end wallsformed by the wall sections 37 and 38.

It will be understood that the mechanism hereinbefore described is duplicated at opposite ends of the car, and that the parts at each end of the car function in a similar manner.

In the normal position of the parts, the follower key C is spaced at equal distance from the front and rear ends of the slots or openings 17 ofthe sills B, and engages the front end walls of the openings 27 in the side arms of the combined yoke member and friction shell F. The key D engages the front end walls of the openings 18 of the draft sills B, and also the front end walls of the openings 28 of the yoke arms. The rear edge of the key D is spaced from the rear end walls of the openings 18 and 28 a distance equal to the spacing between the rear edge of the key C and the rear end walls of the openings 17 and- 27. The front edges of the keys C and Eare preferably spaced equal distances, from the front ends of the slots 14 and 15, respectively, of the sills. vAs will be evident upon consideration of the disclosure in the drawings, the

movement permitted by the keys between the drawbar and the yokeand sills B is considerably less than the movement permitted betweenthe keys and the fixed draft sills A. It will be appreciated that the relative proportions of the parts may be varied, so that the comparative movement of the parts may be varied within wide limits. The parts are preferably so proportioned that a movement of approximately two inches is permitted between the drawbar and the sills B, and a movement of approximately four inches is permitted between thedraw sills B and the fixed sills A. g a

In the operation of my improved railway draft rigging, assuminga draft action being applied to the erawbar 12 at the left-hand end ofFigure 2, the drawbar will be pulled outwardly, carrying the combined yoke and friction shell F forwardly therewith through the medium of the connecting key C. Move ment of the wedge block at this time will be yieldingly resisted by the action of the sprin gs J which oppose movement of the-sills BB, the wedge 31 being in engagement with the follower G which is connected to the sills B by the key D. "As the combined yoke and friction shell is carried forwardly, the

wedge 31 will exert a wedging action on the shoes, and the shoes and shell will move relatively to each other effecting compression of-the spring resistance means L, at the same time the wedge will be carried forwardly carrying the. filler block G and the key I) therewith. The key D, which engages the front end walls of the openings 18 and the draftsills B, compels the latter to move forwardly also.

' length of the sills A and B between the walls 37 at the one. end of thespring pockets H and the walls 38 at the opposite ends of said pockets. Inasmuch as the walls 38 are fixed with reference to the sills A, the spring resistance elements J will cushion the shock due to the draft action, and there will thus be a blendingaction of the friction and spring shock absorbing. mechanisms. Compression of the friction shock absorbing mechanism will be limited by movement of the combined yoke and friction shellF being limited with respect to the sills BB through engagement of the inner end walls of the slots 28 withthe key D. At the same time, movement of the key C, with respect to the sills BB, will be limited by engagement of this key with the front end walls of the slots 1717, Movement of the sills BB, with respect to the sills AA, will be limited by engagement'of the key C with the front end walls of the openings 14 of the fixed sills AA, and by engagement of the key E with'the front end walls of the openings 15 in said fixed sills- The combined capacity of the springs J J is preferably such that the friction shock absorbing mechanisms will be fully compressed before the former have reached their full compression.

As will be evident during the draft action described, the mechanismat the other end of the car will be operated in a reverse manner to that just described. The movable draft sills B will be pulled forwardly, as hereinbefore pointed out, until the key E at that end of the car has its movement limited.

In buff, the action of my improved railway draft rigging is substantially the reverse of the action in draft. Assuming that the drawbar'12', as shown at the left-hand end of Figure 2 is forced inwardly, the follower block G will be forced inwardly in unison therewith, carrying the wedge block'3l inwardly also, against the combined resistance of the friction shoes 30' and the spring L. During this action, the spring elements J will yieldingly oppose relative movement of the sills B and A and, through the key which is fixed to the sills B, movement of the combined friction shell and yoke F will be yieldingly opposed, thereby effecting compression'of the friction shock absorbing mechanism at the same time that the spring resistance elements J are compressed. Compression of the friction shock absorbing mechanism is limited by engagement of the key C with the inner end walls of the slots or openings 17 and engagement of the key D with the inner end walls of the openings 18 and 28, and relative movement of the sills B and A and compression of the spring resistance elements J is arrested upon engagement of the key E with the inner end walls of the openings 15 of the sills A. r

During the described bufiing action, the mechanism at the other end of the car will be actuated in a reverse direction, the draw sills B being pulled forwardly during the compression of the spring resistance elements J, until movement is limited by the key E at that end of the car. In case bufiing forces are applied simultaneously to the couplers at the opposite ends of the car inward movement of the draw-bars 12 at both ends of the car will be effected, compressingv both friction shock absorbing mechanisms between the keys-D and E until movement of the keys D is arrested by engagement with the inner end walls of the openings 18 in the sills B, the foil'ces thus being. transmitted to the sills B on y.

From the preceding description, taken in connection with the drawings, it will be evident that I have provided a draft rigging for railway cars which includes shock absorbing means of high capacity and relatively great movement during compression, and so ar ranged as to distribute the forces along the center sills of the car at spaced zones, also thatthe forces transmitted to the center sills all act in the same direction, thereby reducing the strain on the sills and the car body to a minimum, and preventing distortion and buckling'o'f theparts. This is a great ad vantage over draft mechanisms as heretofore employed, wherein the forces act in opposite directions inwardly of the car, thus tending to place the entire structure under compression with the result that there is danger of the sills and other parts buckling or bending. It is also pointed out that in ad dition to the movement allowed between the continuous drawbar formed by the movable center sills and the car proper, the movement provided between the movable sills and each drawbar facilitates starting of a long train of cars, inasmuch as the friction shock absorbing means of the series of cars in the train will be operated in succession, thereby permittlng each car .to be started 1n advance of the next succeeding car.

hile I have herein shown and described what I consider the preferred manner of carrying out the invention, the same is merely illustrative, and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

I claim: 7

1. In a draft rigging for railway cars, the combination with longitudinally, ext-ending draft sills fixed tothe car; of a pair of spaced; sills movable with respect to thefixed sills,

said spaced sills extending from end to end of the car; cushioning. means opposing relative longitudinal movement of the movable center and fixed sills; a coupler at each end of the car; yoke means at each end of the car; a key and connecting the same to the corresponding yoke means, said key extending through openings in the yoke, movable sills and fixed sills; shock absorbing means within the yoke; an outer follower cooperating with each shock absorbing means; a key extending through each follower and having its opposite ends working in openings in the yoke and movable sills, said key normally engaging the outer end walls of the openings in the movable sills; means for limiting relative movement of the fixed and movable sills; and means for resisting inward movement of each yoke with respect to the movable sills.

2. In a draft rigging for railway cars, the combination with spaced, longitudinally extending sills fixed to the car; of spaced sills extending from end to end of the car and mounted for movement lengthwise of the car with respect to said fixed sills; cushioning means opposing relative movement of the fixed and movable sills; a key fixed to the movable sills adjacent each end of the car and having its opposite ends working in guide openings in said fixed sills; a yoke at each end of the car having its movement inwardly of the movable sills limited by engagement with the last named key; a coupler at each end of the car; a key for connecting each coupler to the corresponding yoke, said coupler key having a lost motion connection with the yoke and movable sills; shock absorbing means actuated by each yoke; and an outer follower cooperating with each shock absorbing means and normally held against outward movement with respect to the movable sills.

3. In a draft rigging for railway cars, the combination with spaced, longitudinall 1 extending sills fixed to the car; of spacec sills extending from end to end of the car and mounted for movement lengthwise of said first named sills; cushioning means opposing relative movement of said sills; a coupler at each end of the car; a yoke at each end of the car; a key connecting each yoke to the corresponding coupler for actuating the yoke in draft and having a lost motion connection with the movable sills whereby the key and coupler have limited movement outwardly and inwardly of the movable sills; a friction shock absorbing means within each yoke; follower means cooperating with each friction shock absorbing means; a key extending through the follower means and fixed thereto, said key working in openings in the movable sills and normally engaging the outer end walls of said openings to limit outward movement of the corresponding follower means with respect to the movable sills; and a key at each end of the car cooperating with the inner end of the corresponding yoke, said last named key being fixed to the movable sills; extending through the shank of each coupler L' 4. In car construction, the combination -with an} underframe including bolsters and laterally spaced fixed center sills secured 'thereto,'sai l sills extending from end to end of the car; of a pair of laterally spaced movable sills mounted between said center sills, the movable sills extending from end to end of the car; cushioning means operativelyreacting between said center and movable sills and yieldingly opposing relative longitudinal movement thereof; a coupler at each end of the vmovable sills and longitudinally and laterally movable with respect thereto said couplers having the shank portions thereof disposed between and embraced by said movable sills; front and rear stop actlng means adjacent each end of the movable sills, said stop acting means being mounted on and movable with the movable sills; a cushioning device operatively interposedbetween each set of said front and rear stop-acting means and operable in buff and draft actions of the j espective adjacent'coupler; and yoke-acting means operatively associated with each coupler and the adjacent cushioning device, said rear stop means at each end of the movable sills having shouldered engagement with the fixed sills for limiting the movement of the movable sills relative to the fixed sills in either direction.

5. In car construction, the combination with an underframe including bolsters and laterally spaced fixed center sills secured thereto, said sills being continuous from end to end of the car; of a pair of spaced movable sills mounted between said center sills, said movable sillsextending from end to end Of' the car; cushioning means reacting and operatively interposed between said center and movable sills and yieldingly opposing relative longitudinal movement thereof; a conpler at each end of the movable sills and longitudinally and laterally movable with respect thereto; outer stop-acting means adjacent each end of the movable sills, said stopacting means being mounted on and movable with themovable sills; a cushioning device operatively interposed between each set of said inner and outer stop-acting means and operable in buff and draft actions of the respective adjacent coupler; yoke-acting means operatively associated with each coupler and the adjacent cushioning device; and means for limiting the movement of the movable sills relative to the center sills including connecting stop keys fixed to one pair of sills, and having lost motion connection with the other pair of sills, said keys forming inner stop means for the cushioning device.

6. In car construction, the combination with an underframe including bolsters and laterally spaced fixed center sills secured thereto and extending continuously from one end' of the car to the other; of .a pairof spaced movable sills mounted between said center sills, said movable sills extending from end to endof the car; cushioning means reacting V 5 and operatively interposed between said'center and movable sills, said cushioning means being disposed inwardly of the bolsters; a coupler at each end of the movable sills and longitudinally and laterally movable With I respect thereto; inner and outer stop-acting keys adjacent each endof the movable sills, said stop-acting keys'being mounted on the movable sills and said inner stop-acting keys being fixed to said pair of movable sills and having lost motion connection ith the fixed sills for limiting the movement of the movable sills relative to the center sills in either direction; a cushioning device operatively interposed between each set of said inner and a0 outer stop-acting keys and operable in bufi and draft actions of the respective adjacent coupler; yoke-acting means operatively associated With each cushioning device; and a key extending through each coupler, yoke, and-the corresponding ends of the fixed and movable sills. j Y

"In Witnessthat I claim the foregoing I have hereunto subscribed my name this 9th day of'December, 1927.

an JOHN F. ocoNNoR.

" lit) 

